变速器电力转动系统的更新外文文献翻译、中英文翻译、外文翻译

英文原文： Transmission/driveline systems update Torque converter with lock-up clutch Borg-Warner Automotive has developed a new torque converter, the Power Flow 250 mm. It is built to accommodate new-generation high speed automotive engines. Powertrain efficiency is enhanced by a locking clutch feature; this maximizes durability while reducing axle length. Maximum input torques of 110-340 Nm are catered for, with torque ratios of 1.6-2.7 and operating speeds up to 7500 rev/min. Operating input oil temperature of 120C applies, at pressures of 3.9-9.5 bar, while lock-up clutch pressures are 5.6 bar(min) and 8.4 bar(max) at WOT. Circle 192 Electric drive system Steyr-Daimler-Puch are working on the development of an electric drive for passenger cars and LCVs. The complete electric drive unit consists of an electric motor, transmission and electric control including battery charging circuitry. The cost of this complete package will be about the same as the cost of the drive unit with a combustion engine which is to be replaced. Objectives for further optimization of the system, developed for the Fiat Panda Elettra, are: cost reduction through integration of motor, electronic charger, DC-DC converter/readout with associated weight reduction; adapation of the vehicle to enable problem-free installation of the electric unit directly on the assembly lines as a replacement for the standard series combustion engine. A separate charging function. The system comprises DC motor(three-phase AC motor planned in future) of nomina, voltage 100V, 25 KW(80Nm torque) with a speed range: 0-8000 rev/min(limited to 7200 electronically). Advances in truck gearshifting Gearchanging in a heavy truck can be physically demanding on the driver. Change lever effort, at least in a synchromesh gearbox, is directly related to is torque capacity, though it must be said that the rise and rise of truck diesel outputs in the last year or two, bringing torque levels up to 2100 Nm or more, has been countered by design refinements aimed at reducing shift lever effort and/or movement, reports Asian Bunting in this review of automated-shift gearboxes. Torque-converter based fully- or semi-automatic boxes were and are widely available for the heaviest trucks from ZF and Allison. But they are unacceptably heavy, costly and fuel demanding for run-of-the-mill goods vehicle peration. Development therefore tumed in new direction in the 1980s. Frequency of shifting, as a measure of expended driver effort, is of course far greater on lighter commercial vehicles, those usually engaged on stop-start urban delivery work, than on heavies. But simple cost constraints have directed easier shifting developments ironically towards the heavy sector, where most trucks spend a high proportion of their working mileage on motorways, and gearchanges are few and far between. Heavy-duty gearbox makers, both vertically integrated truck producers like Scania, Mercedes-Benz and Volvo, and the rival proprietary transmission suppliers, Eaton and ZF, have nevertheless assigned substantial R&D resources to making gearchanges easier and simpler for drivers of long-haul trucks grossing 88 or 40 tonnes. Those same manufactures have been able to defray the cost somewhat by applying the same shift by the systems to rear and mid-engined coaches, where the technical motivation reinforced by the ability also to eliminate ？ and complex mechanical shift linkages Mercedes, Scania, Volvo, MAN, Kassbohrer and Auwarter coaches are now commercially available with remote, electronically-controlled, air pressure assisted gearchange systems fitted. Mercedes, in a bold, even controversial, marketing move, back in 1988, made its EPS finger-tip gearshift system standard on all its roadgoing trucks with engines above 195kW. Scania, which pioneered the assisted gearshift pinciple, continues to list its CAG system as an extra-cost option, on which the truck customer take-up has been minimal. Meanwhile Eaton s SAMT system (already in production in small numbers as optional equipment on German MAN, Italian Iveco and British ERF chasis) is technically proven and established. But Scannia and Eaton are both denied the opportunity of rducing unit-cost by high volumes. Europe s largest commercial vehicle transmission producer, the German ZF company, has been equally active in developing assisted shifting systems from mechanical gearboxes for trucks, but has yet to make a production break-through. MAN and Iveco (levco) have ZF systems all of which are applied, for truck application, to the German gearboxe-under active evaluation. Despite the apparent reluctance on the part of truck OEMs, primarily for cost reasons to announce availability of its assisted-shift systems, ZF has gone ahead with its R&D programme, developing versions progressively more sophisticated than the original Easl-shift equipment first shown in the mid-80s. ACS, like the functionally similar CAG system from Scania tetains full driver control over the timing of gearchanges, all shifts both up and down, being triggered by the clutch pedal. A microprocessor, fed with engine and road speed, and accelerator pedal position data, continuously calculates the best ratio for the conditions. A small liquid crystal display panel shows the driver that information, in the form of a recommendation, to change up or down by one, two or more ratio steps. With which to adiust The number of steps to less or more than the computer-determined between CAG and ZF s more recently-developed AVS system, is that the AVS driver is made aware, after he has pressed the clutch pedal, when the shift has been completed, by a pressure pulse felt through the pedal. Scania employs an audible signal which ZF engineers feel is a less positive means of preventing drivers being stranded between the two gears thus losing drive. Another refinement with AVS is that use of the engine exhaust brake is sensed by the system, automatically triggering a downshift to raise engine speed and hence the retardation effect. On mote flexible high-torque engines, where it is agreed with the OEM that the Ecosplit box can function for most of the time as an eight-speed unit, AVS implements full (two ratio) changes only. On such an installation the driver can, however, make split (one ratio) changes, effectively overriding the black box by briefly flooring the accelerator peda. The kick-down preselects a one-step change in the direction (up or down) of the LCD display recommendation Clutch pedal application then completes the change. Automated gearshifting and electronic clutch systems Further technical sophistication, making the driver s job even less onerous, is embodied by ZF in its new clutch pedal-less driveline which introduces competion of sorts for Fichtel & Sachs ECS system (AE, April/May 1991) and for Eaton s AMT. Interestingly, electronic clutch controls are being builder level, by Mercedes; by the clutch maker F&S; and now by an intermediate transmission system supplier, namely ZF. In all cases the controls are applied to standard F&S dry-plate clutches. Not surprisingly, ZF argues that an automated pedal-less clutch can show its full potential only in conjunction with an electronically-interfaced gearchange system. Accordingly, the semi-automatic SES and fully-automatic AS systems each use a single control box, achieving optimum interaction of the clutch release/re-engagement functions and gearchange implementation. While F&S uses an electric motor driven screwjack to achieve the extreme precision in clutch release travel necessary to ensure smooth getaways, especially on varying gradients at widely differing vehicle weights, ZF has opted for wholly pneumatic actuation. Clutch withdrawal movement in the SES and AS systems is sensed by ZF using comprised air control technology borrowed from the latest ABS antiskid brake systems. SES retains gear ratio selection by the driver. A number of alternative selector configurations are being offered to OEMs. In what is likely to be the most popular version, the driver is confronted with the same type of LCD display recommendation, which he implements when he is ready to change by simply pushing the lever-switch to one side. Fore and aft movement of the lever overrides the system allowing the driver to skip-shift (missing out ratios) where road/traffic conditions permit. ZF s most fully-automated mechanical truck transmission is dubbed AS and is still under development, though prototype vehicles are running at Fried-richshafen and the author had the opportunity to drive an AS-equipped MAN 4*2 rigid truck with a 483 kW engine intended for drawbar trailer working laden to 17 tonnes gvw. Shifts are programmed to occur at engine loads and speeds which optimize engine characteristics. Fuel economy considerations are predominant, though ZF concedes that in the future, performance-oriented programmes could apply. A simple switch in the cab, of the kind now widely fitted in automatic passenger cars, allowing the driver to select performance or economy , is not seen as practical in a fleet, where salaried drivers would stay permanently in performance . Rather a smart card programme switching arrangement is envisaged, typically under the control of the transport manager. The appropriate programme for a day s operations could be selected each morning, taking into account vehicle weight (with or without trailer), terrain (hilly or flat) and the time factor (urgency of deliveries or legal driving hours compliance) all against fuel cost. System performances compared As will be a direct competitor to Eaton s AMT, offering all the ease-of-driving attractions of a torque converter automatic, while lacking the smoothness of shifting demanded in city bus applications (for passenger comfort reason). Cab controls are the same as for SES, although AS s LCD display simply shows the gear engaged at the time 5H or 6L . No display at all would be necessary, but for the need to confirm for the driver that he is starting away in the right gear for the conditions (gradient and GVW). The system automatically selects 2L (that is 3rd if the Ecosplit box is taken as a 16-speed unit) for starting. But on an upgrade and/or where the truck is heavily laden, the driver can manually select 1L or 1 H by pulling back the lever. Once the start-away gear is engaged, depression of the accelerator pedal (as with SES, F&S s pedal-less clutch and indeed AMT) signals the clutch to start biting. On the 17 tonne test vehicle, even was taken up as smoothly as, and with no more fuss than; a torque converter automatic. ZF has devised a hill-hold facility for its clutch pedal-less heavy truck transmission systems. It was installed on the AS-equipped MAN; it eliminates the driver skill factor normally needed to ensure clean hill starts with no rolling back. Whenever the service brake pedal is pressed with the vehicle stationary, whether on a gradient or not, and a gear is engaged, the parking brake (via orthodox spring actuators) is automatically applied as well. The same microprocessor signal which, during a restart, triggers clutch engagement to begin, simultaneously admits air to the spring chambers to release the parking brake. As with SES, exhaust brake efficiency on AS-equipped chassis is automatically boosted by raising engine speed through a transmission downshift. But because the sensitivity of AS is greater, downshifts are only triggered if the footbrake and exhaust brake are applied together. Although ZF s Ecosplit transmission is fully synchronized, the company, in developing its automated shift systems, did not want rapid shifting to be achieved at the expense of synchronizer wear. Accordingly, engine speed is raised during downshifts to achieve near speed synchronization of the gears coming into mesh-as a good driver would do by blipping the accelerator. On most of today s engines, for the system to increase engine revs, fuel pump rack intervention is implied. ZF replaces the existing mechanical pedal-to-rack connection with the electric motor and potentiometer set-up new familiarly known as E-gas. Future engines with electronically-controlled injection systems will make engine speed control for downshifts in systems like AS much simpler. Circle 217 中文翻译 ： 变速器 /电力转动系统的更新 以 Borg-Warner汽车为标志的闭锁扭矩转换器已经发展成为了一种电力流量为 250 毫米的新扭矩转换器。它的出现适应了新一代高速机车发动机。电力火车的效率提高了闭锁离合器特色 ; 降低了轴长也增加了持久性。 扭矩投入最多的时候达到 110-340 Nm，扭矩比例 1.6 2.7，运行速度达每分钟 7500 转 。在 3.9 9.5 bar 压力下，操作使用油温度 120 度，而闭锁压力最小为 5.6 bar，最大为 8.4 bar。 电力操作系统 Steyr-Daimler-Puch 正在发展动力电动轿车和轻型战车。 完全由电子股带动了电机、电力传输、控制电路包括电池充电 .。这一揽子费用大约和要替换的燃烧发动机一样 。 为进一步优化目标体系，制定了菲亚特熊猫 Elettra，它是：通过降低成本结合汽车、电子监控， DC-DC 扭矩 /显示器 (用于减肥的 )；作为燃烧发动机系列的直接替代品，为汽车解决了安装电力线问题。 单独收费功能 . 该系统由汽车区 (今后的三相空调车 )刊登，电压 100 伏特 ，功率 25 千瓦（ 80Nm 扭矩） ,速度范围： 0-8000 转 /分钟 (限于电子 7200)。 卡车离合器的进步 重型卡车司机确实需要离合器。 至少在同步合变速器方面，改变杠杆的动力，直接关系到扭矩的能力，但必须指出的是，在过去一两年内，柴油机和卡车柴油机的产出，将扭矩水平提到 2100Nm 甚至更高的问题，已经通过减少杠杆动力的精美设计给解决了，也说明了在变速器自动化方面亚洲旗帜性。 在扭矩上安装全面自动或半自动箱 ,已被广泛用于重卡车及 ZFAllison。但是不能接受，因为重量大，成本高，需要不是一般货车的燃料。 因此 ，在 80 年代，新的发展方向就停止了。 重型卡车的频繁转移费用当然远远超过哪些只是“出发和停止”的城市商用车辆。 但单纯从成本考虑，更具有发展指导意义的是重型卡车部分，它们的大部分行程主要靠发动机，离合器并不多见。 重型变速器的制造，纵向一体化的卡车生产像 Scania、奔驰、沃尔沃以及其竞争对手运输供应商， Eaton 和 ZF，为了让重量 88 或 40 吨的长途卡车转换齿轮更容易和简单，他们指派了大量的研发资源。通过使用中、后方引擎系统的转换方法，这些制品的成本已经得到了降低，动力增强的同时，能力也减弱了。复杂的机械转 动连接像奔驰、 Scania、沃尔沃、 MAN、 Auwarter、 Kassbohrer ，现在已经可以同远程电子控制、系统安装气压和齿轮转换一起供商业使用了。 奔驰大胆甚至有争议销售举动，早在 1988 年，就制定了发动机功率在 195千瓦以上卡车的 EPS 手动离合器系统标准。 Scania 率先协助离合器原理，作为额外费用选择，继续提供 CAG 系统，而客货车销售量一直很小。同时 Eaton 的SAMT 系统 (德国 MAN，意大利 Iveco，和英国 ERF 已经生产了少量这样的设备 )建立了行之有效的技术。但是 Scannia 和 Eaton 都 没有选择高容量，低成本。 欧洲最大的运输车辆生产商德国 ZF 公司也同样积极为卡车发展医疗机械变速器系统卡车，但尚未得到生产许可认证。积极来说，德国变速器已经使用了MAN 和 Iveco (levco)的 ZF 系统。 虽然卡车的 OEM 生产有了明显的减少，从成本到辅助转换系统的供应， ZF已经使它的研发流程走在了前沿，并且比最早出现在 80 年代中期的 Easl 转换设备更复杂。 加勒比国家联盟，如 Scania 的类似 CAG 系统，限制所有驾驶员的操控时间超过了离合器，所有的起伏变化都被踩脚引起的 . 一个有发动机、最高车速、油门踏 板位置数据的微处理器，不断的计算出最佳比例。 小型液晶平板显示器向司机显示信息：提出建议，上下波动的比例范围。司机可以参考它进行调整。 步骤的数量和在 CAG 和 ZF 间最近开发的 AVS 系统差不多，在 AVS 司机踩了踏板后，他就会知道这个数量，而这时转换已经通过压力脉冲踏板完成。 Scania利用发声信号， ZF 工程师认为它不是很好的方式，因为司机对两个齿轮的操作变得极为不便 因此操作失控。 另外，对 Avs 的完善，是利用发动机排气制动系统，由遥感、自动放下引发速度，从而提高发动机的速度，和反应速度。 在大部分灵活的高 扭矩发动机上，都装有 OEM，它的 ecosplit 盒能服务八倍速单位的运行， AVS 实施系统全部（两倍）发生了变化。有效地推翻了平板油门 . 重新选择了一步改